Torsional vibration damper device with friction device having multiple friction plates

Abstract

The present invention relates to a torsional vibration damper device (1) for a drive train of an automobile, comprising a hub (2) provided for connection with a shaft, two hub flanges (3, 4) configured to be fitted to the hub (2) such that either the first hub flange (3) or the second hub flange (4) is connected to the hub (2) in a torque-transmitting manner depending on the direction of rotation of the hub (2) relative to the hub flanges (3, 4), and a plurality of spring units (5a, 5b) for indirectly supporting the first hub flange (3) and the second hub flange (4) relative to each other in a circumferential direction. and two disc elements (6, 7) rotatably supported on a hub (2), wherein the first disc element (6) is disposed adjacent to the first hub flange (3) in the axial direction and is connected to the first hub flange (3) using a first friction device (8), and the second disc element (7) is disposed adjacent to the second hub flange (4) in the axial direction and is connected to the second hub flange (4) using a second friction device (9), and the first friction device (8) and / or the second friction device (9) have two friction multi-disk pairs (10, 11).

Description

[Technical Field]

[0001] The invention relates to a torsional vibration damper device for the drivetrain of a motor vehicle, such as a passenger car, lorry, bus or other commercial vehicle, comprising: a hub provided for connection to a shaft, such as a transmission input shaft; two hub flanges adapted and fitted to the hub for torque-transmitting connection of either a first hub flange or a second hub flange depending on the direction of rotation of the hub relative to the hub flange; a plurality of spring units for indirectly supporting the first and second hub flanges circumferentially relative to one another; and two disc elements rotatably supported on the hub, the first disc element being axially adjacent to the first hub flange and connected thereto using a first friction device, and the second disc element being axially adjacent to the second hub flange and connected thereto using a second friction device. In the following, the torsional vibration damper device also constitutes / is referred to as a multi-flange torsional vibration damper. [Background technology]

[0002] Vibration damper devices of the above kind are already sufficiently known from the prior art. For example, German Utility Model No. 202019106781 discloses a torque limiter for a drive train having two hub flanges and a hysteresis unit for each hub flange, which further cooperates with a lateral disc. Further prior art is disclosed in German Utility Model No. 202019106783, German Patent Application Publication No. 102018131322, German Utility Model No. 202019106749, German Utility Model No. 202019106382 and European Patent Application Publication No. 2511554.

[0003] According to German Utility Model No. 202019106781, a relatively large number of individual parts are used, the production of which is laborious. This relates, for example, to the usual aforementioned components forming a single disk spring or friction device, which already require a relatively large amount of manufacturing effort, and on the other hand, the components that come into contact with this component also need to be adapted accordingly. Summary of the Invention [Problem to be solved by the invention]

[0004] The object of the invention is therefore to make available a torsional vibration damper arrangement based on a multi-flange torsional vibration damper, which has the simplest possible construction with a reduced number of individual parts and is simple to manufacture. [Means for solving the problem]

[0005] According to the invention, this problem is solved in that the first friction device and / or the second friction device have two friction multi-plate pairs.

[0006] By providing multiple friction multi-plate pairs, the friction device can be made as compact as possible while simultaneously maximizing the number of friction positions, which eliminates the need for additional friction devices. Furthermore, by making such friction multi-plate pairs, it is possible to compactly integrate both existing friction devices as close to the same radial height as possible between the hub flange and the disc element.

[0007] Further advantageous embodiments are defined in the dependent claims and are explained in more detail below.

[0008] It is therefore even more advantageous if only the first friction device is provided with two friction multi-plate pairs, while the second friction device preferably operates with only friction discs / friction rings, which further simplifies the construction.

[0009] It is further advantageous if the first friction multi-plate pair is connected non-rotatably with one of the disk elements and the second friction multi-plate pair is connected non-rotatably with one of the hub flanges, the friction plates of both friction multi-plate pairs being arranged alternately (opposite each other) in the axial direction, so that the friction multi-plate pairs are supported non-rotatably on the elements present in each case as simply as possible.

[0010] The construction is further simplified if not only the first friction device but also the second friction device are axially biased using a single (i.e. only one / common) disc spring.

[0011] Additionally, it is advantageous if the friction plates of the first friction plate pair have axially extending suspension hooks which engage circumferentially in openings in the corresponding disk elements (preferably in the first disk element) using a form-fit connection, so that the design of the first friction plate pair can be kept as simple as possible and the first friction plate pair can be easily connected to the corresponding disk elements.

[0012] Correspondingly, it is also suitable if the friction plates of the second friction plate pair have axially extending suspension hooks which engage circumferentially in openings in the corresponding hub flanges (preferably in the first hub flange) by means of a form-fit connection.

[0013] If the hanging hooks of the first friction multi-plate pair and / or the hanging hooks of the second friction multi-plate pair have a predetermined clearance angle (i.e. a predetermined play in the circumferential direction) at the associated opening with the corresponding disc element and / or the corresponding hub flange, slip friction can be generated in a simple manner.

[0014] In this connection, it is also advantageous if the suspension hooks of different friction multi-plate pairs or the openings assigned to these suspension hooks have different widths (i.e. their extent in the circumferential direction), so that multi-stage friction jumps can be generated by the simplest possible means.

[0015] Additionally, it is advantageous if the suspension hooks and disc springs of the second friction multi-disc pair engage in (preferably identically formed) openings in the hub flange, which allows the hub flange to be realized as simply as possible, preferably as a common part.

[0016] It is furthermore advantageous if the friction plates of the same friction plate pair or of both friction plate pairs are at least partially constructed as common parts, which further reduces the manufacturing effort.

[0017] If the disc element is further rotationally coupled to the input part using a slip clutch, the usefulness of the torsional vibration damper device in the corresponding drive train is further optimized.

[0018] Next, the present invention will be described in detail with reference to the drawings. [Brief explanation of the drawings]

[0019] [Figure 1] 1 is a longitudinal cross-sectional view of a torsional vibration damper device of the present invention according to a preferred embodiment, in which two friction devices incorporated between the disc element and the hub flange can be seen in particular. [Figure 2] 2 is a front view of the torsional vibration damper device of FIG. 1 to illustrate multiple spring units assembled to act between the hub flange and the intermediate flange. FIG. [Figure 3] FIG. 2 shows a longitudinal detail section of the torsional vibration damper device in the region of the friction device. [Figure 4]4 is a perspective longitudinal cross-sectional view of the torsional vibration damper device of FIG. 3, where a plurality of suspension hooks can be seen on the first disc element. [Figure 5] 2 is a perspective view of a circumferential area of ​​the torsional vibration damper device of FIG. 1 in an overall view, in which a plurality of suspension hooks of a further friction multi-plate are also shown housed in the first hub flange. DETAILED DESCRIPTION OF THE INVENTION

[0020] The drawings are only of a schematic nature and serve only to facilitate understanding of the invention. Identical elements are provided with identical reference numerals.

[0021] 1 and 2, the torsional vibration damper device 1 of the present invention according to a preferred embodiment can be seen in its principle configuration. During operation, the torsional vibration damper device 1 is supported about its central rotation axis 23. The rotation axis 23 directly defines the specifically used directions: axial, radial, and circumferential. Therefore, the axial direction should be interpreted as the direction along the rotation axis 23, the radial direction as the direction perpendicular to the rotation axis 23, and the circumferential direction as the direction along a circumference concentrically surrounding the rotation axis 23.

[0022] The torsional vibration damper device 1 is used in a conventional manner in a vehicle drivetrain during operation. The torsional vibration damper device 1 has an input portion 21 on the input side, which may also be referred to simply as a friction disc. The input portion 21 is coupled to two disc elements 6, 7 via a slip clutch 20. The slip clutch 20 serves the usual role of an overload protection clutch, briefly opening upon a predetermined torque impulse, thereby allowing the input portion 21 to rotate relative to the disc elements 6, 7 during operation. After damping the impact energy provided by the torque impulse, the slip clutch 20 autonomously recloses, thereby connecting the input portion 21 to the disc elements 6, 7 in a non-rotatable manner. The slip clutch 20 is ultimately realized as an axially biased friction unit.

[0023] Radially inside the slip clutch 20 or input part 21, the disc elements 6, 7 surround the spring units 5a, 5b. In this connection, in Figure 2 it is clear that the spring units 5a, 5b serve to support different flanges in the circumferential direction, as will be explained in more detail below.

[0024] Radially inward of the spring units 5a, 5b, the disk elements 6, 7 are axially spaced apart and opposed to one another and are supported radially outwardly of the central hub 2. The hub 2 further serves in the usual way to accommodate a shaft, such as an intermediate shaft or a transmission input shaft of a drivetrain, against relative rotation.

[0025] Any disc element 6 that is supported / received on a first axial side of the flange area 24 of the hub 2 will be referred to as a first disc element 6. Any disc element 7 that is supported / received on a second axial side of the flange area 24 of the hub 2 opposite the first axial side will be referred to as a second disc element 7.

[0026] Two hub flanges 3, 4 are arranged axially between both disc elements 6, 7. Both hub flanges 3, 4 are also spaced apart axially from one another, and an additional intermediate flange 22 is accommodated axially between these hub flanges 3, 4. The intermediate flange 22 is supported on the hub 2 so as to be freely rotatable.

[0027] The first hub flange 3 is adapted to fit into flange area 24 of hub 2 so that the hub 2 rotationally drives the first hub flange 3 in a first rotational direction upon relative rotation, with the hub 2 being rotatable relative to the first hub flange 3 in a second rotational direction opposite the first rotational direction (at least over a limited rotational angle range). Furthermore, the second hub flange 4 is adapted to fit into flange area 24 so that the hub 2 rotationally drives the second hub flange 4 in a second rotational direction upon rotation of the hub 2 relative to the second hub flange 4, with the hub 2 being rotatable relative to the second hub flange 4 in the first rotational direction (at least over a limited rotational angle range). Thus, depending on the pull or push mode of the drivetrain, the hub 2 can rotate relative to either the first hub flange 3 or the second hub flange 4.

[0028] Both spring units 5a, 5b are mounted circumferentially between the respective hub flanges 3, 4 and the intermediate flange 22. In this case, the first spring unit 5a is mounted to act between the first hub flange 3 and the intermediate flange 22, urging them towards / tensioning them away from each other in the circumferential direction, and the second spring unit 5b is mounted to act between the second hub flange 4 and the intermediate flange 22, urging them towards / tensioning them away from each other in the circumferential direction.

[0029] Each disc element 6, 7 is rotationally coupled using a hub flange 3, 4 assigned to each disc element 6, 7 via a friction device 8 or 9, which will be described in more detail below.

[0030] In this connection, it is noted that the first disc element 6, which is arranged axially adjacent to the first hub flange 3 (i.e. on the axial side of the first hub flange 3 axially opposite to the second hub flange 4), is in particular non-rotatably connected to the first hub flange 3 by means of a first friction device 8. The second hub flange 4 is in particular non-rotatably connected to the second disc element 7, which is arranged axially adjacent to the second hub flange 4 by means of a second friction device 9. The second disc element 7 is therefore arranged on the side of the second hub flange 4 axially opposite to the first hub flange 3.

[0031] 3 and 4 with regard to the second friction device 9, it is also clear that the second friction device 9 has only one friction element in the form of a (first) friction ring 25. The first friction ring 25 is in face-to-face frictional contact with the second disc element 7, and the first friction ring 25 is pressed axially against the second disc element 7 by a central disc spring 14. The disc spring 14, which is likewise axially located between the second disc element 7 and the second hub flange 4, is connected to the second hub flange 4 in a non-rotatable manner. It should be pointed out here that the disc spring 14 preferably has axial hooks, not further shown here for the sake of clarity, which engage in axial (third) openings 19 in the second hub flange 4 such that the disc spring 14 is circumferentially connected to the second hub flange 4 in a form-locking manner.

[0032] According to the invention, the first friction device 8 comprises two friction multi-plate pairs 10, 11. The first friction multi-plate pair 10 is connected to the first disk element 6 so as to be non-rotatable relative to the first hub flange 3. The friction multi-plate pairs 12 of the first friction multi-plate pair 10 alternate in the axial direction with the friction multi-plate pairs 13 of the second friction multi-plate pair 11. It can be seen that, viewed in the axial direction, the first disk element 6 is directly contacted by the friction multi-plate pairs 13 of the second friction multi-plate pair 11, which in turn are in friction-engaged contact with the friction multi-plate pairs 12 of the first friction multi-plate pair 10, which in turn are in contact with the further friction multi-plate pairs 13 of the second friction multi-plate pair 11, which in turn are in contact with the further friction multi-plate pairs 12 of the first friction multi-plate pair 10. The further friction multi-disc 12 is then in axial contact (here indirectly) with the first hub flange 3. In this embodiment, a (second) friction ring 26 is present, which is inserted between the friction multi-disc 12 closest to the first hub flange 3 and the first hub flange 3.

[0033] It should further be noted that the friction plates 12 of the first friction plate pair 10 are provided with first suspension hooks 15, which form axially bent / exposed protrusions and penetrate into first axial through-holes / openings 17 of the first disc element 6. This is also particularly clear in Figure 4, where each first suspension hook 15 is inserted into the first opening 17 of the first disc element 6 in a form-locking manner, particularly in the circumferential / rotational direction.

[0034] In a similar manner, the friction plates 13 of the second friction plate pair 11 are circumferentially / rotationally form-fitted received in second openings 18 of the first hub flange 3 using second suspension hooks 16. This is also particularly clear in FIG.

[0035] It is clear here that the second suspension hook 16 is received in the second opening 18 with a predetermined clearance / relief angle in the circumferential direction, so that a relative rotation between the first hub flange 3 and the second friction plate pair 11 is appropriately achieved during operation. Furthermore, such a clearance angle is provided in principle for receiving the first suspension hook 15 in the first opening 17, and more preferably, the clearance angle differs between the second suspension hook 16 and the second opening 18, on the one hand, and between the first suspension hook 15 and the first opening 17, on the other hand. In this connection, it is particularly advantageous if the second suspension hooks 16 of both friction plates 13 of the second friction plate pair 11 differ in width between the friction plates 13 or between the second openings 18 assigned to the friction plates 13.

[0036] It is further evident that further third and fourth friction rings 27 and 28 are arranged and / or incorporated axially between both hub flanges 3, 4 to damp corresponding relative rotation between the hub flanges 3 and 4 and the intermediate flange 22. Here, the third friction ring 27 is biased axially between the first hub flange 3 and the intermediate flange 22 and is in frictional contact with these components. The fourth friction ring 28 is biased axially between the second hub flange 4 and the intermediate flange 22 and is in frictional contact with these components.

[0037] The entire arrangement comprising both disc elements 6, 7, hub flanges 3, 4, intermediate flange 22, friction multi-disc pair 10, 11 (including first friction ring 25) and further friction rings 26, 27, 28 is biased / pressed axially using a central disc spring 14.

[0038] In other words, the present invention provides a unique multi-flange damper (torsional vibration damper device 1) that provides relatively low hysteresis on the pull side for isolation purposes, while providing relatively high hysteresis on the push side in combination with clearance angle / slip friction. Here, the high hysteresis on the push side is achieved by stepping the multiple small friction control and support discs / multi-discs (friction multi-disc pairs 10, 11), i.e., by using multiple friction locations.

[0039] Preferably, the multi-flange damper is equipped with at least two hub flanges 3, 4, one of which moves relative to the driving disc (first disc element 6) and counter disc (second disc element 7) only when the damper rotates in the pull direction and the other only when the damper rotates in the push direction, and the damper has a (first) friction device 8 consisting of at least two multi-discs (friction multi-disc pairs 10, 11) between both outer hub flanges and the driving disc or counter disc.

[0040] A multi-flange damper with multiple disc friction devices has only one common disc spring 14 for the friction devices 8, 9 for the pull and push directions.

[0041] The suspension hook (first suspension hook 15) of the support disc engages in an opening 17 in the drive disc or counter disc.

[0042] The support discs (friction discs 13 of the second friction disc pair 11) are preferably common parts which are shaped in a staggered fashion.

[0043] The friction control disc's suspension hook (second suspension hook 16) engages an opening 18 in the adjacent outer hub flange.

[0044] The hanger hook (second hanger hook 16) further preferably engages an opening in the adjacent outer hub flange at a defined relief angle to create slip friction.

[0045] In order to form defined clearance angles of various sizes and thereby generate multi-stage friction jumps, the openings 18 for the hub flange suspension (second hook suspension hook 16) preferably have various widths.

[0046] The friction control discs (friction discs 12 of the first friction disc pair 10) are likewise preferably staggered common parts.

[0047] The suspension hook of the friction control disc (second suspension hook 16) and the suspension hook of the disc spring 14 engage in the same openings in the opposing outer hub flanges 3, 4, respectively. [Explanation of symbols]

[0048] 1 Torsional vibration damper device 2 Hub 3 First hub flange 4 Second Hub Flange 5a First spring unit 5b Second spring unit 6 First disk element 7 Second disk element 8 First friction device 9 Second friction device 10 First friction multi-plate pair 11 Second friction multi-plate pair 12 Friction multi-plate of first friction multi-plate pair 13 Friction multi-plate of second friction multi-plate pair 14 Disc spring 15 First Hanging Hook 16 Second Hanging Hook 17 First Opening 18 Second Opening 19 Third Opening 20 Slip Clutch 21 Input section 22 Intermediate flange 23 Rotation axis 24 flange area 25 First friction ring 26 Second friction ring 27 Third Friction Ring 28 Fourth Friction Ring

Claims

1. A torsional vibration damper device (1) for a drivetrain of a motor vehicle, comprising: a hub (2) provided for connection with a shaft; two hub flanges (3, 4) adapted to be fitted to the hub (2) such that either the first hub flange (3) or the second hub flange (4) is connected to the hub (2) in a torque-transmitting manner depending on the direction of rotation of the hub (2) relative to the hub flanges (3, 4); a plurality of spring units (5a, 5b) that indirectly support the first hub flange (3) and the second hub flange (4) relative to each other in the circumferential direction; a first disc element (6) disposed axially adjacent to the first hub flange (3) and connected to the first hub flange (3) using a first friction device (8); and a second disc element (7) disposed axially adjacent to the second hub flange (4) and connected to the second hub flange (4) using a second friction device (9). A torsional vibration damper device (1), characterized in that the first friction device (8) and / or the second friction device (9) have two friction multi-plate pairs (10, 11).

2. 2. The torsional vibration damper device (1) according to claim 1, characterized in that a first friction multi-plate pair (10) is connected to one of the disk elements (6, 7) so as not to rotate relative to one another, and a second friction multi-plate pair (11) is connected to one of the hub flanges (3, 4) so ​​as not to rotate relative to one another, and the friction multi-plates (12, 13) of both friction multi-plate pairs (10, 11) are arranged alternately in the axial direction.

3. 3. The torsional vibration damper device (1) according to claim 1 or 2, characterized in that not only the first friction device (8) but also the second friction device (9) are axially biased using a single disc spring (14).

4. 4. The torsional vibration damper device (1) according to claim 1, wherein the friction plates (12) of the first friction plate pair (10) have axially extending suspension hooks (15) which engage circumferentially in openings (17) of the corresponding disc elements (6, 7) using a form-fit connection.

5. 5. The torsional vibration damper device (1) according to claim 1, wherein the friction plates (13) of the second friction plate pair (11) have axially extending suspension hooks (16) which engage circumferentially with corresponding openings (18) of the hub flanges (3, 4) by means of a form-fit connection.

6. 6. The torsional vibration damper device (1) according to claim 4 or 5, characterized in that the suspension hooks (15) of the first friction multi-plate pair (10) and / or the suspension hooks (16) of the second friction multi-plate pair (11) are received in the corresponding disc elements (6, 7) and / or the corresponding hub flanges (3, 4) at a predetermined clearance angle in the associated openings (17, 18).

7. 7. The torsional vibration damper device (1) according to claim 6, characterized in that the suspension hooks (15, 16) of different friction multi-plate pairs (10, 11) or the openings (17, 18) assigned to the suspension hooks (15, 16) have different widths.

8. 8. The torsional vibration damper device (1) according to any one of claims 4 to 7, characterized in that the suspension hook (16) and the disc spring (14) of the second friction multi-plate pair (11) engage with openings (18, 19) in the hub flanges (3, 4).

9. 9. The torsional vibration damper device (1) according to claim 1, wherein the friction plates (12, 13) of the same friction plate pair (10, 11) or the friction plates (12, 13) of both friction plate pairs (10, 11) are configured as at least partially common parts.

10. 10. The torsional vibration damper device (1) according to any one of claims 1 to 9, characterized in that the disc elements (6, 7) are further rotationally coupled to the input part (21) by means of a slip clutch (20).

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